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Roughed it into pipemax. The heads should be able to flow those numbers no problem.


351.156 Cubic Inches @ 6700 RPM with 114.00 % Volumetric Efficiency PerCent

Required Intake Flow between 256.0 CFM and 270.6 CFM at 28 Inches
Required Exhaust Flow between 175.5 CFM and 198.0 CFM at 28 Inches

600 RPM/Sec Dyno Test Lowest Low Average Best
Peak HorsePower 555.9 578.7 590.1 601.6
Peak Torque Lbs-Ft 482.7 502.5 512.5 522.4

HorsePower per CID 1.583 1.648 1.681 1.713
Torque per Cubic Inch 1.375 1.431 1.459 1.488

BMEP in psi 207.3 215.8 220.1 224.3
Carb CFM at 1.5 in Hg. 776 863 907 951

Target EGT= 1229 degrees F at end of 4 second 600 RPM/Sec Dyno accel. test
Octane (R+M)/2 Method = 107.9 to 107.7 Octane required range
Air Standard Efficiency = 63.78088 % for 12.200:1 Compression Ratio

Peak HorsePower calculated from Cylinder Head Flow CFM only
600 RPM/Sec Dyno Test Lowest Average Best Potential
Head Flow Peak HP = 559.8 607.6 655.5
 

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That sounds realistic.I would think a engine like the one shown would be say 6800 rpm peak and 102 percent efficiency,in that area.Its been years since I had a 600 hp 350 and I was trying to remember what dyno sheet stated.jmo
 

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I didnt even see his dyno test given there until now.I doubt I could even find our sheets from that long ago when we had ours.We had 200 cc dart 2s.They were not ported but valve job was changed around .Manifold was ported a bunch and had 830 cfm carb.The cam was 254 and 261 on 107 lsa in at 104.75..630 lift.We had too big of headers on it and torque was down but we made a little over 600 and ran it up around 7800 rpm.
 

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It still takes decent parts to make 600 plus hp today but way easier than we had ours in 99.I found my notebook on ours.It was 4.020 x 3.490 stroke.Wp ll heads from brezinzki.Heads were 1206 port matched and had 2.055 tit intake at 50 degs.Bowl blended.He shows flow at [email protected] .700 .We did actually run this engine in 2800 lb car at Randy's track around 04 iirc and went [email protected] 111ish.It was pretty humbling his guys were running same numbers with 50 inch less and 2-300 lb heavier cars.Lesson learned too.Dont bring a power glide and street gears and plan on beating clutch cars with 6.20 gears in the 1/8th.lol
 

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It still takes decent parts to make 600 plus hp today but way easier than we had ours in 99.I found my notebook on ours.It was 4.020 x 3.490 stroke.Wp ll heads from brezinzki.Heads were 1206 port matched and had 2.055 tit intake at 50 degs.Bowl blended.He shows flow at [email protected] .700 .We did actually run this engine in 2800 lb car at Randy's track around 04 iirc and went [email protected] 111ish.It was pretty humbling his guys were running same numbers with 50 inch less and 2-300 lb heavier cars.Lesson learned too.Dont bring a power glide and street gears and plan on beating clutch cars with 6.20 gears in the 1/8th.lol
Ha! You still ran very well.
 

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It still takes decent parts to make 600 plus hp today but way easier than we had ours in 99.I found my notebook on ours.It was 4.020 x 3.490 stroke.Wp ll heads from brezinzki.Heads were 1206 port matched and had 2.055 tit intake at 50 degs.Bowl blended.He shows flow at [email protected] .700 .We did actually run this engine in 2800 lb car at Randy's track around 04 iirc and went [email protected] 111ish.It was pretty humbling his guys were running same numbers with 50 inch less and 2-300 lb heavier cars.Lesson learned too.Dont bring a power glide and street gears and plan on beating clutch cars with 6.20 gears in the 1/8th.lol
Also, later I gave 2 speed automatics a 250# weight break. Should have done it from the start.
 

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600 hp 350'ish sbc, what do you guys think?

The thing I’d have done different to get more then 600 hp, would have been angle mill the heads, 2.08 valves, Have someone like Ron’s port then, ran a 300-25 Holley intake, with a 2” tapered Wilson spacer, sent the carb to Dambest, run a cam with around .790 lift, and 286/292 duration, (or around there) and a110 intake centerline. Pistons lightened by Rebco, and vertical gas ports, and 0.043, 0.043, and 3 mm rings. Aluminum rods, 1 and 7/8 stepped to 2” headers. And turn it to 9,500. It would live. I’ve done it. A good vac pump would be another 25 hp. You may have already done some of that, so, just throwing that out there.
 

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, and vertical gas ports, and 0.043, 0.043, and 3 mm rings. Aluminum rods, 1 and 7/8 stepped to 2” headers. And turn it to 9,500. It would live. I’ve done it. A good vac pump would be another 25 hp. You may have already done some of that, so, just throwing that out there.
What life cycle do you expect to get out of alumi rods, and do you concern yourself much with running temp of the engine (oil temp) before stress them at 8,000+ ?
 

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What life cycle do you expect to get out of alumi rods, and do you concern yourself much with running temp of the engine (oil temp) before stress them at 8,000+ ?
I’ve ran 600 1/8th mile passes on a set of GRP rods, but to each there own. I’ve never had a failure of any rod in 45 years unless a bearing spun first. Except one time. I just like aluminum rods. BME, GRP, etc. are great rods. Groden used to be good. I think oil temperatures have to be at normal temp with aluminum rods. But, some Pro Stock guys may say different.
 

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They should’ve spent a little time on tuning the carb, AF mix a lot off
One of the banks was out of wack. 2 pts difference side to side.

what are typical BSFC #’s for E-85 ?

I think those A/F's are way off for E-85, so the BSFC's would be way off too.
 

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Can a 3.48 stroke make 600 hp n/a and be streetable?
It was all in by 6,700. 1.7 hp per cube
12.5:1 compression on E-85 has potential. Would like to know the actual cam specs and head flow numbers.
 
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